Fender with Enhanced Functionality

ABSTRACT

Examples disclosed herein relate to a fender for a watercraft where the fender passenger safety device includes a three dimensional body. The three dimensional body includes a top area, a bottom area, a middle area, and an internal area. In addition, the fender passenger safety device includes a tunnel area where the tunnel area includes a tunnel entrance formed onto the middle area. The internal tunnel area is located inside of the internal area. In one example, a safety device located on the top area, the bottom area, or the middle area allows a person to bind to the fender passenger safety device.

PRIORITY DATA

The application claims priority to provisional patent application No. 62/389,566, which was filed on Mar. 3, 2016 and is incorporated by reference in its entirety.

BACKGROUND Field

The subject matter disclosed herein relates to a fender. More specifically, the disclosure relates to providing one or more enhanced functionalities in a fender device. This disclosure highlights that the fender with these enhanced functionalities may be used in man-overboard (“MOB”) situations, to facilitate entry and exit from the floating device (e.g., boat, watercraft, etc.) or a beached floating device, to protect the exterior (e.g., hull) of the floating device, and/or any combination thereof.

Information:

Watercraft may be damaged by collisions with a dock, beached, another watercraft, and/or any other object. Typically, fenders are used to protect the hull of the watercraft from these collisions. Normally, the fenders are deployed when there is a condition which may cause a collision and/or damage. When not deployed, the fenders are stored in a storage compartment and/or holder. For example, the fenders may be taken out of the storage compartment and/or holder and installed on the side of watercraft which faces the object which may be a collision risk. Once this risk has been removed and/or subsided, the fenders may be placed back into the storage compartment and/or holder.

Fenders may be made of a pliable rubber or plastic material. In one example, fenders are suspended vertically in the water. The fenders may be attached to the watercraft via ropes and/or straps connected to the rail and/or any other support structure. A fender may be a solid object. In addition, a fender may have trapped air (and/or any other gas) inside its shell. In another example, a fender may have a trapped liquid inside its shell. Further, one or more fenders may have a combination of one or more trapped gases and/or one or more trapped liquids inside its shell (e.g., a fender with trapped air and trapped water together—which may be in different parts of the fender, a fender with trapped air and trapped helium together—which may be in different parts of the fender, a fender with trapped water and trapped oil—which may be in different parts of the fender). In these examples, the one or more trapped gases and/or one or more trapped liquids may provide compression to absorb the kinetic energy associated with one or more collisions. In addition, when a fender is a solid object, the material of the fender may provide compression to absorb the kinetic energy associated with one or more collisions.

The boating industry has numerous challenges. Some of these challenges include MOB events, protecting the boats, ships, watercrafts, and/or other floating devices from damage, safety device requirements, rescue device requirements, difficulty in entering and exiting the boats, ships, watercrafts, and/or other floating devices, and/or optimizing the valuable square footage on the boats, ships, watercrafts, and/or other floating devices.

A MOB event occurs when an individual inadvertently falls off the boat, ship, watercraft, and/or other floating device. During a MOB occurrence, a person has fallen off a boat or ship into the water and a rescue operation is required to help the person. These MOB situation may occur because the person was struck by part of the boat (e.g., ship, watercraft, and/or any other floating device), the person slipped due to deck conditions (e.g., slippery), unexpected movement of the boat, alcohol use, and/or any other reason. These MOB events are dangerous and life-threatening events. The innovative fender discussed in this disclosure may be utilized and/or officially approved as a required safety and rescue device in these potential MOB events to help save lives.

BRIEF DESCRIPTION OF THE FIGURES

Non-limiting and non-exhaustive examples will be described with reference to the following figures, wherein like reference numerals refer to like parts throughout the various figures.

FIG. 1A is an illustration of a boat protection device.

FIG. 1B is another illustration of the boat protection device.

FIG. 1C is another illustration of the boat protection device.

FIG. 1D is another illustration of the boat protection device.

FIG. 1E is another illustration of the boat protection device.

FIG. 1F is an illustration of the fender device, according to one embodiment.

FIG. 2A is an illustration of the fender device with an opening/tunnel area, according to one embodiment.

FIG. 2B is another illustration of the fender device with an opening/tunnel area, according to one embodiment.

FIG. 2C is another illustration of the fender device with an opening/tunnel area, according to one embodiment.

FIG. 2D is another illustration of the fender device with an opening/tunnel area, according to one embodiment.

FIG. 2E is another illustration of the fender device with an opening/tunnel area, according to one embodiment.

FIG. 3A is an illustration of the fender device with one or more openings/tunnel areas, according to one embodiment.

FIG. 3B is another illustration of the fender device with one or more openings/tunnel areas, according to one embodiment.

FIG. 3C is another illustration of the fender device with one or more openings/tunnel areas, according to one embodiment.

FIG. 3D is another illustration of the fender device with one or more openings/tunnel areas, according to one embodiment.

FIG. 3E is another illustration of the fender device with one or more openings/tunnel areas, according to one embodiment.

FIG. 4A is an illustration of the fender device with one or more safety straps, according to one embodiment.

FIG. 4B is another illustration of the fender device with one or more safety straps, according to one embodiment.

FIG. 4C is another illustration of the fender device with one or more safety straps, according to one embodiment.

FIG. 4D is another illustration of the fender device with one or more safety straps, according to one embodiment.

FIG. 4E is another illustration of the fender device with one or more openings, according to one embodiment.

FIG. 5A is an illustration of the fender device with one or more safety straps, according to one embodiment.

FIG. 5B is another illustration of the fender device with one or more safety straps, according to one embodiment.

FIG. 5C is another illustration of the fender device with one or more safety straps, according to one embodiment.

FIG. 5D is another illustration of the fender device with one or more safety straps, according to one embodiment.

FIG. 5E is another illustration of the fender device with one or more openings, according to one embodiment.

FIG. 6A is an illustration of the fender device with an opening/tunnel area that drains water out of the fender, according to one embodiment.

FIG. 6B is another illustration of the fender device with an opening/tunnel area that drains water out of the fender, according to one embodiment.

FIG. 6C is another illustration of the fender device with an opening/tunnel area that drains water out of the fender, according to one embodiment.

FIG. 6D is another illustration of the fender device with an opening/tunnel area that drains water out of the fender, according to one embodiment.

FIG. 6E is an illustration of the fender device with an opening/tunnel area that includes a rough surface, according to one embodiment.

FIG. 6F is an illustration of the fender device with an opening/tunnel area that includes a gripping area, according to one embodiment.

FIG. 6G is an illustration of the fender device with an opening/tunnel area that includes one or more gripping areas, according to one embodiment.

FIG. 7A is an illustration of a man-overboard situation, according to one embodiment.

FIG. 7B is another illustration of a man-overboard situation, according to one embodiment.

FIG. 7C is another illustration of a man-overboard situation, according to one embodiment.

FIG. 7D is another illustration of a man-overboard situation, according to one embodiment.

FIG. 7E is an illustration of a person entering and/or exiting a watercraft, according to one embodiment.

FIG. 7F is another illustration of a person entering and/or exiting a watercraft, according to one embodiment.

FIG. 7G is another illustration of a person entering and/or exiting a watercraft, according to one embodiment.

FIG. 7H is another illustration of a person entering and/or exiting a watercraft, according to one embodiment.

FIG. 7I is another illustration of a person entering and/or exiting a watercraft, according to one embodiment.

FIG. 7J is another illustration of a person entering and/or exiting a watercraft, according to one embodiment.

FIG. 7K is another illustration of a person entering and/or exiting a watercraft, according to one embodiment.

FIG. 8A is a flow chart, according to one embodiment.

FIG. 8B is another flow chart, according to one embodiment.

FIG. 8C is another flow chart, according to one embodiment.

FIG. 8D is another flow chart, according to one embodiment.

FIG. 9A is an illustration of the fender device with one or more openings, according to one embodiment.

FIG. 9B is another illustration of the fender device with one or more openings, according to one embodiment.

FIG. 9C is another illustration of the fender device with one or more openings, according to one embodiment.

FIG. 9D is another illustration of the fender device with one or more openings, according to one embodiment.

FIG. 9E is another illustration of the fender device with one or more openings, according to one embodiment.

FIG. 9F is another illustration of the fender device with one or more openings, according to one embodiment.

FIG. 10A is an illustration of the fender device with one or more openings/tunnel areas, according to one embodiment.

FIG. 10B is another illustration of the fender device with one or more openings/tunnel areas, according to one embodiment.

FIG. 10C is another illustration of the fender device with one or more openings/tunnel areas, according to one embodiment.

FIG. 10D is another illustration of the fender device with one or more openings/tunnel areas, according to one embodiment.

FIG. 11A is an illustration of the fender device with one or more safety attachment devices, according to one embodiment.

FIG. 11B is another illustration of the fender device with one or more safety attachment devices, according to one embodiment.

FIG. 12 is an illustration of the fender device with one or more openings/tunnel areas and one or more stepping devices, according to one embodiment.

FIG. 13A is an illustration of the fender device with one or more openings/tunnel areas and one or more protection devices, according to one embodiment.

FIG. 13B is another illustration of the fender device with one or more openings/tunnel areas and one or more protection devices, according to one embodiment.

FIG. 14A is an illustration of the fender device with one or more openings/tunnel areas and one or more stepping devices, according to one embodiment.

FIG. 14B is an illustration of a stepping device with one or more openings/tunnel areas, according to one embodiment.

FIG. 14C is an illustration of the fender device with one or more openings/tunnel areas and one or more stepping devices with one or more locking devices, according to one embodiment.

FIG. 14D is an illustration of an opening/tunnel area in the fender device which aligns with one or more stepping devices, according to one embodiment.

FIG. 14E is another illustration of the fender device with one or more openings/tunnel areas with one or more locking characteristics, according to one embodiment.

FIG. 14F is another illustration of the fender device with one or more openings/tunnel areas with one or more locking characteristics, according to one embodiment.

FIG. 14G is another illustration of the fender device with one or more openings/tunnel areas with one or more locking characteristics, according to one embodiment.

FIG. 15A is an illustration of a fender device with a half opening/tunnel area, according to one embodiment.

FIG. 15B is an illustration of a fender device with an opening/tunnel area which includes a bellowing functionality, according to one embodiment.

FIG. 15C is an illustration of a fender device with an opening/tunnel area which includes a bellowing functionality, according to one embodiment.

FIG. 15D is an illustration of a fender device with an opening/tunnel area which includes a bellowing functionality, according to one embodiment.

FIG. 16A is an illustration of fender storage device, according to one embodiment.

FIG. 16B is another illustration of fender storage device, according to one embodiment.

FIG. 16C is another illustration of fender storage device, according to one embodiment.

FIG. 16D is another illustration of fender storage device, according to one embodiment.

FIG. 16E is another illustration of fender storage device, according to one embodiment.

FIG. 16F is another illustration of fender storage device, according to one embodiment.

FIG. 16G is another illustration of fender storage device, according to one embodiment.

FIG. 16H is another illustration of fender storage device, according to one embodiment.

FIG. 17A is an illustration of a fender cover, aliening with key features of the subject innovative fenders according to one embodiment.

FIG. 17B is another illustration of a fender cover, aliening with key features of the subject innovative fenders according to one embodiment.

DETAILED DESCRIPTION

In FIG. 1A, an illustration of the boat protection passenger safety device is shown. A first boat protection device 100 includes a first body 102 and a first connection point 104. The first connection point 104 may be utilized to attach the first boat protection device 100 via one or more ropes to a boat, ship, watercraft, and/or any other floating device.

In FIG. 1B, another illustration of the boat protection passenger safety device is shown. In this example, a second boat protection device 106 includes a second body 108 where the second body 108 has one or more openings (e.g., slits, holes, etc.) that allow water to enter the second body 108 which sinks (e.g., lowers) the second boat protection device 106 into the water.

In FIG. 1C, another illustration of the boat protection passenger safety device is shown. In this example, a third boat protection device 112 includes a third body 114 and a second connection point 116. The second connection point 116 may include an attachment area 118 which may be utilized to attach the third boat protection device 112 via one or more ropes (reference number 120) to a boat, ship, watercraft, and/or any other floating device.

In FIG. 1D, another illustration of the boat protection passenger safety device is shown. In this example, a fourth boat protection device 122 includes a fourth body 124 and a third connection point 125. The third connection point 125 may include an attachment area which may be utilized to attach the fourth boat protection device 122 via one or more ropes to a boat, ship, watercraft, and/or any other floating device.

In FIG. 1E, another illustration of the boat protection passenger safety device is shown. In this example, a fifth boat protection device 126 includes a fifth body 128 where the fifth body 128 has one or more openings (e.g., slits, holes, etc.) that allow water to enter the fifth body 128 which sinks (e.g., lowers) the fifth boat protection device 126 into the water. The first boat protection device 100, the second boat protection device 106, the third boat protection device 112, the fourth boat protection device 122, and the fifth boat protection device 126 are only utilized as a bumper for boat, ship, watercraft, and/or any other floating device

In FIG. 1F, an illustration of the fender passenger safety device is shown, according to one embodiment. In this example, a sixth fender 132 includes a sixth body 134. The sixth body 134 includes a tunnel area 136 (e.g., a step area) and a channel 138 where the channel 138 may be located in the center (and/or any other area (e.g., close to center, off center by 1%, 2%, 3%, etc.)) of the sixth body 134. In this example, a rope 140 (and/or any other attachment device) may be utilized via channel 138 to secure the sixth fender 132 to the boat, ship, watercraft, and/or any other floating device. In one example, the tunnel area 136 may be utilized to allow a person to step on for entry and/or exiting the boat. In addition, the tunnel area 136 may be utilized to allow a person to hold onto the sixth fender 132 in a man-overboard situation (see FIGS. 7A and 7C).

In FIG. 2A, an illustration of the fender passenger safety device with an opening is shown, according to one embodiment. In this example, a first fender 200 may include an attachment area 201, a first body 202, a tunnel area 204, and a first connection point 201. In this example, the tunnel area 204 may include a side area 206 which is curved. However, side area 206 may be any shape (e.g., straight, concave, convex, angled, croaked, etc.). In addition, tunnel area 204 may include one or more board attachment areas 208 (See FIGS. 14A and 14B). In this example, the first body 200 utilizes a cylinder shape. However, any other shape may be utilized (e.g., elliptical, circular, round, square, L-shaped, X-shaped, tear-dropped shaped, arrow, rectangular, etc.). In one example, a person in a man overboard situation may utilizes the tunnel area 204 as a step to help remove themselves from the water. In another example, two fenders may be connected together with a board (See FIG. 14A) to provide a larger step for a person to utilize to exit the water, enter the water, exit the boat, and/or enter the boat. In another example, the tunnel area 204 may be gripped by a person in the man overboard situation to be pulled/helped back into the boat (see FIGS. 7A and 7C).

In FIG. 2B, another illustration of the fender passenger safety device with an opening is shown, according to one embodiment. In this example, a second fender 210 includes a second body 212 where the second body 212 has one or more openings (e.g., slits, holes, etc.) that allow water to enter the second body 212 which sinks (e.g., lowers) the second fender into the water. In various examples, the amount of openings, the size of the openings, the location of the openings, and/or the area created by the one or more opening may determine the depth that the second fender may sink into the water. In one specific example, a first fender may have six opening at the top half of the first fender which creates a first water chamber. In this example, the first water chamber utilizes 50% of the internal area of the first fender. Therefore, the maximum depth (e.g., first fender maximum depth) that the first fender can achieve is determined by the characteristics of the first fender when the first water chamber is filled with water. Further, the internal area of the first fender only allows water (e.g., fluid) to fill a first percentage (e.g., 50%) of the internal area. It should be noted that any percentage can be utilized from 0% to 100% (0.5%, 1%, 5%, 7%, 10%, 15% are representative samples that include every number from 0% to 100% which for brevity will not be shown). In contrast, a second fender may have six opening at the top half of the second fender which creates a second water chamber. In this example, the second water chamber utilizes 70% of the internal area of the second fender. Therefore, the maximum depth (e.g., second fender maximum depth) that the second fender can achieve is determined by the characteristics of the second fender when the second water chamber is filled with water. In this example, all other characteristics (except the amount of internal area utilized for the water chambers) of first fender and second fender are the same. Therefore, the second fender maximum depth will be greater than the first fender maximum depth. In this example, the tunnel area 204 may include a side area 206 which is curved. However, side area 206 may be any shape (e.g., straight, concave, convex, angled, croaked, etc.). In addition, tunnel area 204 may include one or more board attachment areas 208 (See FIGS. 14A and 14B).

In FIG. 2C, another illustration of the fender passenger safety device with an opening is shown, according to one embodiment. In this example, a third fender 216 includes a third body 218 and a second connection point 220 with attachment area 222. The connection point 220 may include an attachment area 222 which may be utilized to attach the third fender 216 via one or more ropes to a boat, ship, watercraft, and/or any other floating device.

In FIG. 2D, another illustration of the fender passenger safety device with an opening is shown, according to one embodiment. In this example, a fourth fender 224 includes a fourth body 226 and a third connection point 225. The third connection point 225 may include an attachment area which may be utilized to attach the fourth fender 224 via one or more ropes to a boat, ship, watercraft and/or any other floating device. The fourth fender 224 has a tear-dropped shape. In this example, the fourth fender 224 includes a tunnel area 204 with a side area 206 which is curved. In this example, the curved side area 206 enhances the fourth fender's 224 ability to absorb forces from any collision. However, side area 206 may be any shape (e.g., straight, concave, convex, angled, croaked, square, triangle, etc.). In addition, the tunnel area 204 may include one or more board attachment areas 208 (See FIGS. 14A and 14B). In addition, fourth fender 224 may include a safety device 228. The safety device 228 may be utilized by a person in a man-overboard situation by wrapping and/or attaching a person's body to the safety device 228. For example, a person in a man-overboard situation may perform procedures to have the safety device 228 located around the middle part of their body and under their arms to secure the safety device 228 to them. In this example, the safety device 228 (and/or fender) may float which allows the person to stay above water. In another example, a person may hold onto the safety device 228 with their hands and/or wrap their hands around the safety device 228.

In FIG. 2E, another illustration of the fender passenger safety device with an opening is shown, according to one embodiment. In this example, a fifth fender 230 includes a fifth body 232 where the fifth body 232 has one or more openings 234 (e.g., slits, holes, etc.) that allow water to enter the fifth body 232 which sinks (e.g., lowers) the fifth fender into the water. In various examples, the amount of openings, the size of the openings, and/or the area created by the one or more opening may determine the depth that the second fender may sink into the water. In this example, the fifth fender 230 includes a tunnel area 204 may include a side area 206 which is curved. However, side area 206 may be any shape (e.g., straight, concave, convex, angled, croaked, etc.). In addition, tunnel area 204 may include one or more board attachment areas 208 (See FIGS. 14A and 14B).

In FIG. 3A, an illustration of the fender passenger safety device with an opening is shown, according to one embodiment. In this example, a first fender 300 may include an attachment area, a first body 302, a first tunnel area 304, a second tunnel area 306, an Nth tunnel area 308, and a first connection point 301. In this example, the first tunnel area 304, the second tunnel area 306, and/or the Nth tunnel area 308 may include a side area 206 (See FIG. 2A) which is curved. However, side area 206 may be any shape (e.g., straight, concave, convex, angled, croaked, etc.). In addition, the first tunnel area 304, the second tunnel area 306, and/or the Nth tunnel area 308 may include one or more board attachment areas 208 (See FIGS. 14A and 14B). In this example, the first body 200 utilizes a cylinder shape. However, any other shape may be utilized (e.g., elliptical, circular, round, square, L-shaped, X-shaped, tear-dropped shaped, arrow, rectangular, etc.). In one example, the first tunnel area 304, the second tunnel area 306, and/or the Nth tunnel area 308 may each have the same shape (e.g., cylinder) and/or the same board attachment areas (e.g., four board attachment areas).

In addition, the first tunnel area 304, the second tunnel area 306, and/or the Nth tunnel area 308 may each have different shapes and/or different board attachment areas. For example, the first tunnel area 304 may have a square shape with six board attachment areas and the second tunnel area 306 may have a cylinder shape with eight board attachment areas while the Nth tunnel area 308 may have a circular shape with two board attachment areas. In addition, the first tunnel area 304, the second tunnel area 306, and/or the Nth tunnel area 308 may go through the fender to the same depth and/or different depths. In one example, the first tunnel area 304, the second tunnel area 306, and the Nth tunnel area 308 may all extend completely through (e.g., two tunnel openings) the fender. In another example, the first tunnel area 304, the second tunnel area 306, and the Nth tunnel area 308 may all be a half tunnel which means each tunnel extends 50 percent through the fender. In another example, the first tunnel area 304 is a complete tunnel (e.g., two tunnel openings in the fender), the second tunnel area 306 may be a half tunnel (e.g., 50 percent through the fender with one opening), and the Nth tunnel area 308 may be a three quarters tunnel (e.g., 75 percent through the fender with one opening). In addition, the first tunnel area 304, the second tunnel area 306, and the Nth tunnel area 308 may all be on the first face of the fender as shown in FIG. 3A. However, the tunnel areas may be on different faces of the fender. For clarity purposes only four faces of the fender will be discussed but there are numerous faces on the fender (e.g., every 1 degree turn around the fender could be a different face). However, it this example, the first face is shown in FIG. 3A. A second face could be the right side of the fender shown in FIG. 3A while a third face could be the left side of the fender shown in FIG. 3A. Additionally, a fourth face could be the back side of the fender shown in FIG. 3A. In this example, the first tunnel area 304 may be on the first face, the second tunnel area 306 may be on the second face, and the Nth tunnel area 308 may be on the fourth face. In addition, any tunnel area may be located at any horizontal and/or vertical position on the fender. In various examples, each tunnel may have a different shaped side. For example, a first tunnel area may have a curved side while a second tunnel area may have a straight side, a third tunnel area may have a concave side, and an Nth tunnel area may have a convex side.

In FIG. 3B, another illustration of the fender passenger safety device with an opening is shown, according to one embodiment. In this example, a second fender 310 includes a second body 312 where the second body 312 has one or more openings 314 (e.g., slits, holes, etc.) that allow water to enter the second body 312 which sinks (e.g., lowers) the second fender into the water. In various examples, the amount of openings, the size of the openings, and/or the area created by the one or more opening may determine the depth that the second fender may sink into the water. In this example, the second fender 310 may include the first tunnel area 304, the second tunnel area 306, and the Nth tunnel area 308.

In FIG. 3C, another illustration of the fender passenger safety device with an opening is shown, according to one embodiment. In this example, a third fender 316 includes a third body 318 and a second connection point 320 with attachment area 322. The connection point 320 may include an attachment area 322 which may be utilized to attach the third fender 316 via one or more ropes to a boat, ship, watercraft, and/or any other floating device. In this example, the third fender 316 may include the first tunnel area 304, the second tunnel area 306, and the Nth tunnel area 308.

In FIG. 3D, another illustration of the fender passenger safety device with an opening is shown, according to one embodiment. In this example, a fourth fender 324 includes a fourth body 326 and a third connection point 325. The third connection point 325 may include an attachment area which may be utilized to attach the fourth fender 324 via one or more ropes to a boat, ship, watercraft, and/or any other floating device. The fourth fender 324 has a tear-dropped shape. In this example, the fourth fender 324 may include the first tunnel area 330 and the Nth tunnel area 332. In various examples, the tunnel areas may be at any relative position to each other (e.g., 1 degree off, 2 degrees off, above by 4 inches and to the right by 8 inches, etc.). In this example, the first tunnel area 330 and the Nth tunnel area 332 are aligned vertically but offset horizontally by a first amount (e.g., 6 inches). However, offset tunnel areas may enhance the ability for a person to climb (e.g., use the tunnels as step) up the fender.

In FIG. 3E, another illustration of the fender passenger safety device with an opening is shown, according to one embodiment. In this example, a fifth fender 334 includes a fifth body 336 where the fifth body 336 has one or more openings 338 (e.g., slits, holes, etc.) that allow water to enter the fifth body 336 which sinks (e.g., lowers) the fifth fender into the water. In various examples, the amount of openings, the size of the openings, and/or the area created by the one or more opening may determine the depth that the second fender may sink into the water. In this example, the fifth fender 334 includes the first tunnel area 330 and the Nth tunnel area 332.

In FIG. 4A, an illustration of the fender passenger safety device with one or more safety straps that may be officially designated as a required on board safety device is shown, according to one embodiment. In one example, a first fender 400 may include a first fender body 402, a top safety device 404, and a bottom safety device 406. In one example, one or more safety devices may have a place to allow the one or more safety devices to hook together to create a more secure attachment between the person and the safety devices and/or fender. In addition, the one or more safety devices may vary in length. In addition, the one or more safety devices may have the same length. In addition, the one or more safety devices may have a location to rest a person arms in (e.g., cradle).

In FIG. 4B, another illustration of the fender passenger safety device with one or more safety straps that may be officially designated as a required on board safety device is shown, according to one embodiment. In one example, a second fender 408 may include a second fender body 412, a top safety device 404, and a bottom safety device 406. In this example, a second fender 408 includes a second fender body 412 where the second fender body 412 has one or more openings 410 (e.g., slits, holes, etc.) that allow water to enter the second fender body 412 which sinks (e.g., lowers) the fifth fender into the water. However, it should be noted that the second fender 408 still allows a person to float above the water.

In FIG. 4C, another illustration of the fender passenger safety device with one or more safety straps that may be officially designated as a required on board safety device is shown, according to one embodiment. In one example, a third fender 414 may include a third fender body 416, a top safety device 404, and a bottom safety device 406.

In FIG. 4D, another illustration of the fender passenger safety device with one or more safety straps that may be officially designated as a required on board safety device is shown, according to one embodiment. In one example, a fourth fender 418 may include a fourth fender body 420, a top safety device 404, and a bottom safety device 406.

In FIG. 4E, another illustration of the fender passenger safety device with one or more openings is shown, according to one embodiment. In one example, a fifth fender 422 may include a fifth fender body 424, a top safety device 404, and a bottom safety device 406. In this example, a fifth fender 422 includes a fifth fender body 424 where the fifth fender body 424 has one or more openings 426 (e.g., slits, holes, etc.) that allow water to enter the fifth fender body 424 which sinks (e.g., lowers) the fifth fender into the water.

In FIG. 5A, an illustration of the fender passenger safety device with one or more safety straps that may be officially designated as a required on board safety device is shown, according to one embodiment. In one example, a first fender 500 may include a first fender body 502, a left safety device 504, and a right safety device 506. In one example, the first fender 500 may also include a place for a person to rest their head (e.g., curved portion) which reduces fatigue in extended man overboard situations.

In FIG. 5B, another illustration of the fender passenger safety device with one or more safety straps that may be officially designated as a required on board safety device is shown, according to one embodiment. In one example, a second fender 508 may include a second fender body 512, a left safety device 504, and a right safety device 506. In this example, a second fender 508 includes a second fender body 512 where the second fender body 512 has one or more openings 510 (e.g., slits, holes, etc.) that allow water to enter the second fender body 512 which sinks (e.g., lowers) the fifth fender into the water.

In FIG. 5C, another illustration of the fender passenger safety device with one or more safety straps that may be officially designated as a required on board safety device is shown, according to one embodiment. In one example, a third fender 514 may include a third fender body 516, a left safety device 504, and a right safety device 506. In one example, one or more safety devices may have a place to allow the one or more safety devices to hook together. In addition, the one or more safety devices may vary in length. In addition, the one or more safety devices may have a location to rest a person arms in (e.g., cradle).

In FIG. 5D, another illustration of the fender passenger safety device with one or more safety straps that may be officially designated as a required on board safety device is shown, according to one embodiment. In one example, a fourth fender 518 may include a fourth fender body 520, a left safety device 504, and a right safety device 506.

In FIG. 5E, another illustration of the fender passenger safety device with one or more openings is shown, according to one embodiment. In one example, a fifth fender 522 may include a fifth fender body 524, a left safety device 504, and a right safety device 506. In this example, a fifth fender 522 includes a fifth fender body 524 where the fifth fender body 524 has one or more openings 526 (e.g., slits, holes, etc.) that allow water to enter the fifth fender body 524 which sinks (e.g., lowers) the fifth fender into the water.

In FIG. 6A, an illustration of the fender passenger safety device with an opening that drains water out of the fender is shown, according to one embodiment. In this example, a first fender 600 may include a first fender body 602 with a first tunnel area 604. In this example, the first tunnel area 604 includes one or more sides 606 with one or more drainage areas 608. In this example, the one or more drainage areas 608 are two drainage areas which include a left drainage area and a right drainage area. In this example, the first tunnel area 604 is configured (e.g., angled) to move water towards the one or more drainage areas 608.

In FIG. 6B, another illustration of the fender passenger safety device with an opening that drains water out of the fender is shown, according to one embodiment. In this example, a second fender 610 may include a second fender body 612 with a second tunnel area 614. In this example, the second tunnel area 614 includes one or more sides 616 with one or more drainage areas 618. In this example, the one or more drainage areas 618 are three drainage areas which include a left drainage area, a middle drainage area, and a right drainage area. In this example, the second tunnel area 614 is configured (e.g., angled) to move water towards the one or more drainage areas 618.

In FIG. 6C, another illustration of the fender passenger safety device with an opening that drains water out of the fender is shown, according to one embodiment. In this example, a third fender 620 may include a third fender body 622 with a third tunnel area 624. In this example, the third tunnel area 624 includes one or more sides with a drainage area 626. In this example, the drainage area 626 is linked to a center image 630 (See FIG. 6D). In this example, water and/or any other fluid may move down a cone shaped area 632 inside the third tunnel area 624 which moves via a drainage area 634 to an exit point 626.

In FIG. 6E, an illustration of the fender passenger safety device with an opening that includes a rough surface is shown, according to one embodiment. In one example, a fourth fender 640 may include a fourth fender body 642 with a fourth tunnel area 644. The fourth tunnel area 644 includes a bottom surface 646 (e.g., the floor of the tunnel area). In this example, to enhance a person ability to hold on to the fourth tunnel area 644, the bottom surface 646 may be a rough surface 648. For example, in a man overboard situation it is more difficult for a person to hold onto a slippery surface. Therefore, the rough surface increases friction which enhances the person's ability to hold onto the fourth fender 640.

In FIG. 6F, an illustration of the fender passenger safety device with an opening that includes a gripping area is shown, according to one embodiment. In one example, a fifth fender 650 may include a fifth fender body 652 with a fifth tunnel area 654. The fifth tunnel area 654 includes a bottom surface 660 with a first gripping area 656 and a second gripping area 658. In this example, the first gripping area 656 may be a straight slit. Further, first gripping area 656 may be a slit that cups the hand. More specifically, the first gripping area 656 may allow the hand to go in and under the fifth tunnel area 654.

In FIG. 6G, an illustration of the fender passenger safety device with an opening that includes one or more gripping areas is shown, according to one embodiment. In one example, a sixth fender 662 may include a sixth fender body 664 with a sixth tunnel area 666. The sixth tunnel area 666 includes a bottom surface 668 which is located at a depth 670 below the opening of the fifth tunnel area 654. In this example, the bottom surface 668 allows a person to grip a larger sunken area. In various examples, there may be more than one gripping areas inside, outside, and/or adjacent to one or more tunnel areas.

In FIG. 7A, an illustration of a man-overboard situation is shown, according to one embodiment. In this example, a first man-overboard situation 700 has occurred. In this first man-overboard situation 700, a first person 706 has fallen off the boat 702 into the water 708. In this example, the boat 702 has made an emergency stop (and/or circled around) and a second person 704 has thrown (and/or lowered) a fender 712 where the fender 712 includes a tunnel area 714 that may be officially designated as a required on board safety device. In addition, the fender 712 is tied to a rope 710 which may be secured to the boat 702 and/or held by the second person 704. In this example, the first person 706 is gripping the fender 712 by holding the tunnel area 714 with the hands 716 of the first person 706. In this example, the second person 704 may pull the first person 706 towards the boat 702 and then the first person 706 may enter the boat 702 with or without the assistance the fender 712. In one example, the tunnel area 714 may have a rough surface which allows the person to more easily grip the fender 712. In another example, the tunnel area 714 may include a grooved area (see FIG. 6F) which allows the person to obtain a more secure grip to the fender 712. In addition, the tunnel area 714 may have a sunken floor (see FIG. 6G) which allows the person to obtain a more secure grip to the fender 712.

In FIG. 7B, another illustration of a man-overboard situation is shown, according to one embodiment. In this example, a second man-overboard situation 718 has occurred. In this second man-overboard situation 718, the first person 706 has fallen off the boat 702 into the water 708. In this example, the boat 702 has made an emergency stop (and/or circled around) and the second person 704 has thrown (and/or lowered) a second fender 720 where the second fender 720 includes a safety device 722 that may be officially designated as a required on board safety device. In addition, the second fender 720 is tied to the rope 710 which may be secured to the boat 702 and/or held by the second person 704. In this example, the first person 706 is gripping the second fender 720 by placing their arms through the safety device 722. In this example, the second person 704 may pull the first person 706 towards the boat 702 and then the first person 706 may enter the boat 702 with or without the assistance the second fender 720. In one example, a person may wrap their entire body to the safety device 722. In one example, the safety device 722 may be hooked together (e.g., the left side of the safety device and the right side of the safety device hooked together to create a more secure attachment and/or to reduce fatigue of the person in the MOB situation). In addition, the sides of the safety device 722 may vary in length. In addition, the safety device 722 may have a location to rest a person arms in (e.g., cradle). In one example, the second fender 720 may also include a place for a person to rest their head (e.g., curved portion) which reduces fatigue in extended man overboard situations.

In FIG. 7C, an illustration of a man-overboard situation is shown, according to one embodiment. In this example, a third man-overboard situation 730 has occurred. In this third man-overboard situation 730, the first person 706 has fallen off the boat 702 into the water 708. In this example, the boat 702 has made an emergency stop (and/or circled around) and the second person 704 has thrown (and/or lowered) a third fender 732 where the third fender 732 includes a second tunnel area 734. In addition, the third fender 732 is tied to the rope 710 which may be secured to the boat 702 and/or held by the second person 704. In this example, the first person 706 is gripping the third fender 732 by holding the second tunnel area 734 with the hands 716 of the first person 706. In this example, the second person 704 may pull the first person 706 towards the boat 702 and then the first person 706 may enter the boat 702 with or without the assistance the third fender 732. In one example, the second tunnel area 734 may have a rough surface which allows the person to more easily grip the fender 712. In another example, the second tunnel area 734 may include a grooved area (see FIG. 6F) which allows the person to obtain a more secure grip to the third fender 732. In addition, the second tunnel area 734 may have a sunken floor (see FIG. 6G) which allows the person to obtain a more secure grip to the third fender 732.

In FIG. 7D, another illustration of a man-overboard situation is shown, according to one embodiment. In this example, a fourth man-overboard situation 736 has occurred. In this fourth man-overboard situation 736, the first person 706 has fallen off the boat 702 into the water 708. In this example, the boat 702 has made an emergency stop (and/or circled around) and the second person 704 has thrown (and/or lowered) a fourth fender 738 where the fourth fender 738 includes a second safety device 740. In addition, the fourth fender 738 is tied to the rope 710 which may be secured to the boat 702 and/or held by the second person 704. In this example, the first person 706 is gripping the fourth fender 738 by placing their arms through the second safety device 740. In this example, the second person 704 may pull the first person 706 towards the boat 702 and then the first person 706 may enter the boat 702 with or without the assistance the fourth fender 738. In one example, a person may wrap their entire body to the second safety device 740. In one example, the second safety device 740 may be hooked together (e.g., the left side of the safety device and the right side of the safety device hooked together to create a more secure attachment and/or to reduce fatigue of the person in the MOB situation). In addition, the sides of the second safety device 740 may vary in length. In addition, the second safety device 740 may have a location to rest a person arms in (e.g., cradle). In one example, the fourth fender 738 may also include a place for a person to rest their head (e.g., curved portion) which reduces fatigue in extended man overboard situations.

In FIG. 7E, an illustration of a person entering a watercraft is shown, according to one embodiment. In this example, a first person entry situation 742 includes a first fender 744 with a first tunnel 748 located below the water line of the water 708. In this example, a first fender 744 has one or more slits 746 which allows first fender 744 to sink to any desired distance in the water 708. In addition, a second fender 750 with one or more tunnels 752 is located to the left of the first fender 744 and is also higher (closer to the rail—see reference number 758) than the first fender 744. Further, a third fender 754 with a plurality of tunnels 756 is located to the right of the first fender 744 and is also higher than both the first fender 744 and the second fender 750 which always a person to climb over a rail 758 of the boat 702. In this example, a person entering the boat 702 may place their first step onto the first fender 744, then their second step onto the second fender 750, then their third step onto the third fender 754, and their final step over the rail 758 and onto the boat 702. It should be noted that the first fender 744 is located with appropriately half of its surface below the water line while the other half of its surface is above the water line. In this example, the first fender 744 was attached to the boat 702 via a second rope 753. Further, the second fender 750 was attached to the boat 702 via a first rope 751 and the third fender 754 was attached to the boat 702 via a third rope 755. It should be noted that the stepping procedure and/or stepping layout (e.g., layout of the fenders and/or boards) may be reversed.

In FIG. 7F, another illustration of a person entering a watercraft is shown, according to one embodiment. In this example, a second person entry situation 760 includes the first fender 744 with the first tunnel 748 located below the water line of the water 708. In this example, the first fender 744 has one or more slits 746 which allows first fender 744 to sink to any desired distance in the water 708. It should be noted that the first fender 744 is located with its entire surface below the water line in this example. In addition, a second fender 762 with one or more tunnels 766 and one or more slits 764 is located to the left of the first fender 744 and is also higher (closer to the rail—see reference number 758) than the first fender 744. Further, the third fender 754 with the plurality of tunnels 756 is located to the right of the first fender 744 and is also higher than both the first fender 744 and the second fender 762 which always a person to climb over a rail 758 of the boat 702. In this example, a person entering the boat 702 may place their first step onto the first fender 744, then their second step onto the second fender 762, then their third step onto the third fender 754, and their final step over the rail 758 and onto the boat 702. It should be noted that the stepping procedure and/or stepping layout (e.g., layout of the fenders and/or boards) may be reversed. In this example, the first fender 744 was attached to the boat 702 via a second rope 753. Further, the second fender 750 was attached to the boat 702 via a first rope 751 and the third fender 754 was attached to the boat 702 via a third rope 755.

In FIG. 7G, another illustration of a person entering a watercraft is shown, according to one embodiment. In this example, a third person entry situation 768 includes a first fender 770 with a first tunnel 778 and a second tunnel 780 located below the water line of the water 708. In this example, the first fender 770 has one or more slits 746 which allows first fender 770 to sink to any desired distance in the water 708. Further, a second fender 772 with a third tunnel 774 and a fourth tunnel 776 are located below the water line of the water 708. It should be noted that the first fender 770 and the second fender 772 are located with their entire surface below the water line in this example. In this example, a first board 782 may be located between the first fender 770 and the second fender 772 utilizing the first tunnel 778 and the third tunnel 774 to secure (attach) the first board 782 to the first fender 770 and the second fender 772. In addition, a second board 784 (and/or any number of boards) may be located between the first fender 770 and the second fender 772 utilizing the second tunnel 780 and the fourth tunnel 776.

In addition, a third fender 774 with the plurality of tunnels 756 is located to the above the first board 782 and the second board 784 and is higher (closer to the rail—see reference number 758) than the first board 782 and the second board 784. Further, the fourth fender 778 with the plurality of tunnels 756 is located to the left of the third fender 774 and is also higher than the first board 782, the second board 784, and the third fender 774 which always a person to climb over the rail 758 of the boat 702. In this example, a person entering the boat 702 may place their first step onto the first board 782, then their second step onto the second board 784, then their third step onto the third fender 774, then their fourth step onto the fourth fender 778, and their final step over the rail 758 and onto the boat 702. It should be noted that the stepping procedure and/or stepping layout (e.g., layout of the fenders and/or boards) may be reversed. In this example, the first fender 770 was attached to the boat 702 via the first rope 751. Further, the second fender 772 was attached to the boat 702 via a fourth rope 757. The third fender 774 was attached to the boat 702 via the third rope 755 and the fourth fender 778 was attached to the boat 702 via the second rope 753.

In FIG. 7H, another illustration of a person entering a watercraft is shown, according to one embodiment. In this example, a fourth person entry situation 786 includes a first fender 787 with the plurality of tunnels 756 and a second fender 788 with the plurality of tunnels 756 located below the water line of the water 708. In this example, the first fender 787 and the second fender 788 have one or more slits 746 which allow both the first fender 787 and the second fender 788 to sink to any desired distance in the water 708. In this example, the first fender 787 is completely submerged below the water line of the water 708 while the second fender 788 is located at a position higher than the first fender 787 and mostly (95%) submerged below the water line of the water 708. In addition, a third fender 790 with the first tunnel 778 and the second tunnel 780 located above the water line of the water 708. In this example, the third fender 770 does not have any slits (therefore third fender 790 cannot sink to any desired distance in the water 708). Further, a fourth fender 789 with the third tunnel 774 and the fourth tunnel 776 are located above the water line of the water 708. It should be noted that the third fender 790 and the fourth fender 789 are located with most of their surface above the water line in this example. In this example, the first board 782 may be located between the third fender 790 and the fourth fender 789 utilizing the first tunnel 778 and the third tunnel 774 to secure (attach) the first board 782 to the third fender 790 and the fourth fender 789. In addition, the second board 784 (and/or any number of boards) may be located between the third fender 790 and the fourth fender 789 utilizing the second tunnel 780 and the fourth tunnel 776. In this example, a fifth fender 759 is located above both the third fender 790 and the fourth fender 789. In this example, a person entering the boat 702 may place their first step onto the first fender 787, then their second step onto the second fender 788, then their third step onto the first board 782, then their fourth step onto the second board 784, then their fifth step onto the fifth fender 778, and their final step over the rail 758 and onto the boat 702. It should be noted that the stepping procedure and/or stepping layout (e.g., layout of the fenders and/or boards) may be reversed. In this example, the first fender 787 was attached to the boat 702 via the second rope 753. Further, the second fender 788 was attached to the boat 702 via the third rope 755. The third fender 790 was attached to the boat 702 via the first rope 751 and the fourth fender 789 was attached to the boat 702 via the fourth rope 757. The fifth fender 778 was attached to the boat 702 via a fifth rope 759.

In FIG. 7I, another illustration of a person entering a watercraft is shown, according to one embodiment. In this example, a fifth person entry situation 791 includes the boat tied to a dock 792 via a piling 793. In this example, a first fender 795 includes a tunnel 797 where the tunnel 797 is the closest tunnel to the dock 792. Further, a second fender 794 includes a second tunnel 798 which is higher than the tunnel 797 from the first fender 797. In addition, a third fender 796 includes a third tunnel 799 which is higher than both the tunnel 797 and the second tunnel 798. In this example, a person entering the boat 702 may place their first step onto the first fender 795 via tunnel 797, then their second step onto the second fender 794 via the second tunnel 798, then their third step onto the third fender 796, and their final step over the rail 758 and onto the boat 702. It should be noted that the stepping procedure and/or stepping layout (e.g., layout of the fenders and/or boards) may be reversed.

In FIG. 7J, another illustration of a person entering a watercraft is shown, according to one embodiment. In this example, a sixth person entry situation 701 includes the boat tied to the dock 792 via the piling 793. In this example, a first fender 703 includes a first tunnel and a second tunnel. Further, a second fender 705 includes a third tunnel and a fourth tunnel. In this example, a first board 707 is placed between and attached to the first fender 703 and the second fender 705. In addition, the first fender 703 is attached to the boat 702 via the first rope 751 while the second fender 705 is attached to the boat 702 via the second rope 753. In this example, a person entering the boat 702 may place their first step onto the first board 707, then their second step onto the second board 709, and their final step over the rail 758 and onto the boat 702. It should be noted that the stepping procedure and/or stepping layout (e.g., layout of the fenders and/or boards) may be reversed.

In FIG. 7K, another illustration of a person entering a watercraft is shown, according to one embodiment. In this example, a seventh person entry situation 711 includes the boat 702 being located on a beach 713. In this example, a first fender 715 may be located in a first position (e.g., closest to the beach 713) with one or more tunnels. Further, a second fender 717 including the plurality of tunnels 756 may be located in a second position (e.g., second closest to the beach 713 and to the left of the first fender 715). In addition, a third fender 719 including the plurality of tunnels may be located in a third position (e.g., third closest to the beach 713 and to the right of the first fender 715). In this example, a person entering the boat 702 may place their first step onto the first fender 715, then their second step onto the second fender 717, then their third step onto the third fender 719, and their final step over the rail 758 and onto the boat 702. It should be noted that the stepping procedure and/or stepping layout (e.g., layout of the fenders and/or boards) may be reversed.

In FIG. 8A, a flow chart is shown, according to one embodiment. A first method 800 may include creating a fender passenger safety device molded with one or more openings (e.g., tunnels) (step 802). The first method 800 may include manufacturing a fender with one or more tunnel formations (step 804). In one example, the fender is a single molded piece. In another example, the fender is created by combining multiple pieces.

In FIG. 8B, another flow chart is shown, according to one embodiment. A second method 806 may include a person being in a man-overboard situation (step 808). The second method may include the person utilizing one or more fender passenger safety devices to exit the water and enter the floating vehicle (step 810). In one man-overboard situation, a person has fallen off the boat into the water. In this example, the boat has made an emergency stop (and/or circled around) and a second person has thrown (and/or lowered) a fender where the fender includes a tunnel area. In addition, the fender is tied to a rope which may be secured to the boat and/or held by the second person. In this example, the first person is gripping the fender by holding the tunnel area with the hands of the first person. In this example, the second person may pull (and/or the first person may swim) the first person towards the boat and then the first person may enter the boat with the assistance the fender. In one example of utilizing the fender to enter the boat and/or exit the water shown in FIG. 7E, a first person entering the boat situation includes the first fender 744 with the first tunnel 748 located below the water line of the water 708. In this example, the first fender 744 has one or more slits 746 which allow the first fender 744 to sink to any desired distance in the water 708. In addition, the second fender 750 with the one or more tunnels 752 is located to the left of the first fender 744 and is also higher (closer to the rail—see reference number 758) than the first fender 744. Further, the third fender 754 with a plurality of tunnels 756 is located to the right of the first fender 744 and is also higher than both the first fender 744 and the second fender 750 which always a person to climb over the rail 758 of the boat 702. In this example, a person entering the boat 702 may place their first step onto the first fender 744, then their second step onto the second fender 750, then their third step onto the third fender 754, and their final step over the rail 758 and onto the boat 702. It should be noted that the stepping procedure and/or stepping layout (e.g., layout of the fenders and/or boards) may be reversed.

In FIG. 8C, another flow chart is shown, according to one embodiment. A third method 812 may include a person being in a man-overboard situation (step 814). The third method 812 may include a crew member throwing a fender to a person in a man-overboard situation (step 816). The third method 812 may include the person in the water attaching the fender to their body, holding onto one or more areas of the fender, and/or any combination thereof (step 818). In one man-overboard situation, a person has fallen off the boat into the water. In this example, the boat has made an emergency stop (and/or circled around) and a second person has thrown (and/or lowered) a fender where the fender includes a tunnel area. In addition, the fender is tied to a rope which may be secured to the boat and/or held by the second person. In this example, the first person is gripping the fender by placing their arms through the safety device. In this example, the second person may pull (and/or the first person may swim) the first person towards the boat and then the first person may enter the boat with the assistance the fender. In one example of utilizing the fender to enter the boat and/or exit the water shown in FIG. 7G, a second person entry situation includes the first fender 770 with the first tunnel 778 and the second tunnel 780 located below the water line of the water 708. In this example, the first fender 770 has one or more slits 746 which allows first fender 770 to sink to any desired distance in the water 708. Further, the second fender 772 with the third tunnel 774 and the fourth tunnel 776 are located below the water line of the water 708. It should be noted that the first fender 770 and the second fender 772 are located with their entire surface below the water line in this example. In this example, the first board 782 may be located between the first fender 770 and the second fender 772 utilizing the first tunnel 778 and the third tunnel 774 to secure (attach) the first board 782 to the first fender 770 and the second fender 772. In addition, the second board 784 (and/or any number of boards) may be located between the first fender 770 and the second fender 772 utilizing the second tunnel 780 and the fourth tunnel 776. In addition, the third fender 774 with the plurality of tunnels 756 is located to the above the first board 782 and the second board 784 and is higher (closer to the rail—see reference number 758) than the first board 782 and the second board 784. Further, the fourth fender 778 with the plurality of tunnels 756 is located to the left of the third fender 774 and is also higher than the first board 782, the second board 784, and the third fender 774 which always a person to climb over the rail 758 of the boat 702. In this example, a person entering the boat 702 may place their first step onto the first board 782, then their second step onto the second board 784, then their third step onto the third fender 774, then their fourth step onto the fourth fender 778, and their final step over the rail 758 and onto the boat 702.

In FIG. 8D, another flow chart is shown, according to one embodiment. A fourth method 820 may include a person attaching themselves and/or holding onto one or more areas of the fender (step 822). The fourth method 820 may include the person activating one or more tracking features of the fender (step 824). In one man-overboard situation, a person has fallen off the boat into the water. In this example, the boat has not made an emergency stop because no one on board noticed that the person had fallen into the water. However, the person did grab onto a fender where the fender includes a tunnel area that may be officially designated as a required on board safety device but the fender was not secured to the boat. Therefore, the person is a drift in the water with the fender. In one example, the fender may include a location determining device (and/or SOS functionality). In this example, the person activates the location determining device (e.g., GPS system) which sends out a signal to a mobile device, computer, monitoring station, coast guard, and/or any other entity which alerts the entity of the man overboard situation and/or the location of MOB event. In one example, the signal is sent to the boat which the person fell off of to notify them of the situation. In another example, the signal is sent to both the boat and the coast guard. In another example, the signal is sent to the boat, the coast guard, and/or any other watercrafts in close proximity to the man overboard situation.

In FIG. 9A, an illustration of the fender passenger safety device with one or more openings is shown, according to one embodiment. In this example, a fender image 900 includes a fender 902 with one or more slits 908. In addition, the fender 902 has a flat side 904 and a curved side 906.

In FIG. 9B, another illustration of the fender passenger safety device with one or more openings is shown, according to one embodiment. In this example, the fender 902 includes a tunnel area 910 (e.g., a step area) and a weight area 912 with one or more open areas 914. In one example, the weight area 912 is utilized to determine what depth below the water line the fender 902 should be positioned. In one example, the one or more open areas 914 are cone shaped.

In FIG. 9C, another illustration of the fender passenger safety device with one or more openings is shown, according to one embodiment. In this example, a first fender 918 with a first tunnel area 924 and a second fender 920 with a second tunnel area 922 are shown. In this example, the first fender 918 and the second fender 920 are connected together so that a person can utilize the first tunnel area 924 and the second tunnel area 922 as steps.

In FIG. 9D, another illustration of the fender passenger safety device with one or more openings is shown, according to one embodiment. In this example, a first fender 926 with a first tunnel area 924 and a second fender 928 with a second tunnel area 922 are attached via an attachment device 930 where the attachment device 930 includes one or more attachment areas 932. In this example, the attachment device 930 separates the first tunnel area 924 from the second tunnel area 922 to provide distance for a person to move from a first step to a second step.

In FIG. 9E, another illustration of the fender passenger safety device with one or more openings is shown, according to one embodiment. In this example, a first fender 944 includes a flat side 947 which is adjacent to a hull 942 of the boat 702 and a curved area 948 which is adjacent to a piling (not shown). In addition, the second fender 946 includes a second flat side 949 which is adjacent to the hull 942 of the boat 702 and a second curved area 950 which is adjacent to a second piling (not shown). In this example, the flat sides allow the fender to align with the straight side of the hull and the curved areas allow the fender to align with the curved areas of a piling.

In FIG. 9F, another illustration of the fender passenger safety device with one or more openings is shown, according to one embodiment. In this example, a first fender 956 has a first concave side 956A and a first straight side 956B and a second fender 958 has a second concave side 958 a and a second straight side 958B. In this example, the first concave side 956A of the first fender 956 and the second concave side 958A of the second fender 958 are adjacent to a piling 954 while the first straight side 956B of the first fender 956 and the second straight side 958B of the second fender 958 are on an angle to the hull 942. In various examples, the straight sides of the first fender 956 and/or the second fender 958 may be parallel to, perpendicular to, adjacent to, and/or at any angle to the hull 942.

In FIG. 10A, an illustration of the fender passenger safety device with one or more openings is shown, according to one embodiment. In this example, a first fender image 1000 shows a fender 1002 with a first tunnel area 1004 and a second tunnel area 1006. In this example, the first tunnel area 1004 has four sides where a top portion 1004A (and a bottom portion) is straight while both side portions (e.g., reference number 1004B) are curved. Further as shown in FIG. 10B, the first tunnel area 1004 is a tunnel area which goes through the first fender 1002 only a portion of the way through (e.g., less than 100 percent of the way through the fender) the first fender 1002. In this example, the first tunnel area 1004 goes half way through the first fender 1002 where a top area 1010 of the first tunnel area 1004 is straight and a back area 1012 is straight and a bottom area 1014 of the first tunnel area 1004 is straight. In addition, the second tunnel area 1006 goes completely (e.g., 100 percent through the first fender 1002) the first fender 1002. In this example, a top area 1016 and a floor area 1018 of the second tunnel area 1006 are straight. In another example, the fender 1002 may be configured to have the second tunnel area 1006 below the water line while the first tunnel area 1004 is located above the water line.

In FIG. 10C, another illustration of the fender passenger safety device with one or more openings is shown, according to one embodiment. In this example, a second fender image 1030 shows a second fender 1032 with a first tunnel area 1034. Further as shown in FIG. 10D, the first tunnel area 1034 is a tunnel area which goes through the second fender 1032 only a portion of the way through (e.g., less than 100 percent of the way through the fender) the second fender 1032. In this example, the first tunnel area 1034 goes half way through the second fender 1032 where a top area 1036 of the first tunnel area 1034 is straight and a back area 1038 is straight and a bottom area 10104 of the first tunnel area 1034 is straight.

In FIG. 11A, an illustration of the fender passenger safety device with one or more attachment devices is shown, according to one embodiment. A first image 1100 shows a first fender 1102 with a first tunnel area 1104, a right safety device 1106, and a left safety device 1108. In one example, the right safety device 1106 and the left safety device 1108 may be hooked together. In addition, the sides of the right safety device 1106 and the left safety device 1108 may vary in length. In addition, the right safety device 1106 and/or the left safety device 1108 may have a location to rest a person arms in (e.g., cradle). In one example, the first fender 1102 may also include a place for a person to rest their head (e.g., curved portion) which reduces fatigue in extended man overboard situations.

FIG. 11B is another illustration of the fender passenger safety device with one or more attachment devices, according to one embodiment. A second image 1110 shows a second fender 1112 with a first tunnel area 1114, a top safety device 1116, and a bottom safety device 1118. In one example, the top safety device 1116 and the bottom safety device 1118 may be hooked together. In addition, the sides of the top safety device 1116 and the bottom safety device 1118 may vary in length. In addition, the top safety device 1116 and the bottom safety device 1118 may have a location to rest a person arms in (e.g., cradle). In one example, the second fender 1112 may also include a place for a person to rest their head (e.g., curved portion) which reduces fatigue in extended man overboard situations.

In FIG. 12, an illustration of the fender passenger safety device with one or more openings and one or more stepping devices is shown, according to one embodiment. A first image 1200 shows a first fender 1202 and a second fender 1204. The first fender 1202 includes a first tunnel area 1206 and a second tunnel area 1208. Further, the second fender 1204 includes a third tunnel area 1210 and a fourth tunnel area 1216. In this example, a first board 1214 is attached (and/or placed between) to the first fender 1202 and the second fender 1204 via the first tunnel area 1206 and the third tunnel area 1210. In addition, a second board 1216 is attached (and/or placed between) to the first fender 1202 and the second fender 1204 via the second tunnel area 1208 and the fourth tunnel area 1212.

In FIG. 13A, an illustration of the fender passenger safety device with one or more openings and one or more protection devices is shown, according to one embodiment. A first image 1300 shows a first fender 1302 with a first cross tunnel area 1308 and a second cross tunnel area 1310. First image 1300 further shows a vertical board attachment point 1318 and a horizontal board attachment point 1316. In addition, the first fender 1302 may be attached to the boat 702 via a rope 1306 (and/or any other attachment element). In this example, the second cross tunnel area 1310 has a second board 1314 inside of second cross tunnel area 1310. In this example, when the boards are in the vertical board attachment point 1318, the boards are utilized as a watercraft protection device. Further, when the boards are in the horizontal board attachment point 1316, the boards are utilized as a stepping device for exiting and entering the watercraft.

In FIG. 13B, another illustration of the fender passenger safety device with one or more openings and one or more protection devices is shown, according to one embodiment. A second image 1330 shows a first fender 1332 with a first tunnel area 1340 and a second tunnel area 1342. Further, second image 1330 shows a second fender 1334 with a third tunnel area 1344 and a fourth tunnel area 1346. In addition, a first board 1312 is shown and a second board 1314 is shown. In this example, the boards are in the vertical board attachment point 1318 which prevents damage to the watercraft from one or more objects 1304 (e.g., pilings, dock, etc.).

In FIG. 14A, an illustration of the fender passenger safety device with one or more openings and one or more stepping devices is shown, according to one embodiment. A first image 1400 includes a first fender 1402 and a second fender 1404. The first fender 1402 includes a first tunnel area 1406 and a second tunnel area 1408 (e.g., an Nth tunnel area). In this example, one or more tunnels may include a board attachment device 1420. In one example, the board attachment device 1420 is highlighted in the first tunnel area 1406. When a first board 1414 reaches the board attachment device 1420, the first board 1414 may be locked into place. It should be noted that the board attachment devices may work together to secure the first board 1414 into a locked position. In this example, the second fender 1404 includes a third tunnel area 1410 and a fourth tunnel area 1412. In one example, the first board 1414 may be attached to the first fender 1402 and the second fender 1404 via the first tunnel area 1406 and the third tunnel area 1410. Further, a second board 1416 may be attached to the first fender 1402 and the second fender 1404 via the second tunnel area 1408 and the fourth tunnel area 1412.

For example as shown in FIG. 14B, the first board 1414 has one or more fender attachment areas 1418 which allows the first board 1414 to be attached securely to one or more fenders. In one example, when the boards are in the vertical board attachment point 1318 (see FIGS. 13A and 13B) on one or more fenders, the boards are utilized as a watercraft protection device. However, in this example, the boards are in the horizontal board attachment point 1316 which means the boards are utilized as a stepping device for exiting and entering the watercraft. In one example, one or more board attachment devices (reference number 1420) may be raised points inside and/or adjacent to the tunnel. These one or more board attachment devices are positioned inside the one or more fender attachment areas 1418 which inhibit the first board 1414 (and/or boards) from moving. A second image of a board 1430 shows that the one or more fender attachment areas 1418 have a depth 1432 which allows the one or more board attachment devices to rest inside of the one or more fender attachment areas 1418.

In FIG. 14C, an illustration of the fender passenger safety device with one or more openings and one or more stepping devices with one or more locking devices is shown, according to one embodiment. In one example, a second image 1440 includes a first fender 1442 with a first mechanical locking device 1446 and a second fender 1444. In this example, a first board 1448 may be locked into placed via one or more locking devices 1450 by initiating the first mechanical locking device 1446. In this example, by initiating the first mechanical locking device 1446, the one or more locking devices 1450 are mechanically closed to attach the first fender 1442 and the second fender 144 to the first board 1448.

In FIG. 14D, an illustration of an opening in the fender passenger safety device which aligns with one or more stepping devices is shown, according to one embodiment. A third image 1452 includes a tunnel area 1454 with one or more attachment areas 1456. In addition, the third image 1452 includes a board 1458 with one or more attachment locations 1460. In one example, the tunnel area 1454 and the board 1458 are attached to each other via a movement line 1461 utilizing both the one or more attachment areas 1456 and the one or more attachment locations 1460. In this example, the one or more attachment locations 1460 on the board are grooves which fit into the raised areas inside the tunnel (e.g., one or more attachment areas 1456).

In FIG. 14E, another illustration of the fender passenger safety device with one or more openings with one or more locking characteristics is shown, according to one embodiment. A fourth image 1462 includes a fender 1464 with a tunnel area 1466 where the tunnel area 1466 includes a first attachment area 1468 and a second attachment area 1470. In this example, when the boards utilize a first attachment point inside 1468 inside the tunnel, the boards are utilized as a watercraft protection device. Further, when the boards utilize a second attachment point inside 1470 inside the tunnel, the boards are utilized as a stepping device for exiting and entering the watercraft.

In FIG. 14F, another illustration of the fender passenger safety device with one or more openings with one or more locking characteristics is shown, according to one embodiment. A fifth image 1472 includes a second fender 1474 with a second tunnel area 1476 where the second tunnel area 1476 includes a third attachment area 1478 and a fourth attachment area 1480. In this example, when the boards utilize third first attachment point inside 1478 inside the tunnel, the boards are utilized as a watercraft protection device. Further, when the boards utilize a fourth attachment point inside 1480 inside the tunnel, the boards are utilized as a stepping device for exiting and entering the watercraft.

In FIG. 14G, another illustration of the fender passenger safety device with one or more openings with one or more locking characteristics is shown, according to one embodiment. A sixth image 1482 includes a third fender 1484 with a third tunnel area 1486 where the third tunnel area 1486 includes a fifth attachment area 1488 and a sixth attachment area 1490. In this example, when the boards utilize a fifth attachment point inside 1486 inside the tunnel, the boards are utilized as a watercraft protection device. Further, when the boards utilize a sixth attachment point inside 1490 inside the tunnel, the boards are utilized as a stepping device for exiting and entering the watercraft.

In FIG. 15A, an illustration of a fender passenger safety device with a half opening is shown, according to one embodiment. A first image 1500 includes a first fender 1502 with a half tunnel area 1506 where the half tunnel area 1506 includes a board attachment area 1504. In addition, the half tunnel area 1506 has a top side 1506A, a bottom area 1506C, and a back area 1506B. Further as shown in FIG. 15B, a fender device may include an opening which includes a bellowing functionality. A second image 1510 includes a second fender 1512 with a full tunnel area 1514 where the full tunnel area 1514 includes one or more board attachment areas 1516. In addition, the full tunnel area 1514 includes a bevel area 1518. Further, the bevel area 1518 includes a flexible point 1520. In this example, the bevel area 1518 allows the fender to expand and contract.

In FIG. 15C, an illustration of a fender passenger safety device with an opening which includes a bellowing functionality is shown, according to one embodiment. A third image 1522 includes a third fender 1524 with a full tunnel area 1526. Further as shown in FIG. 15D, a fender device may include an opening which includes a bellowing functionality. A fourth image 1530 includes a fourth fender 1532 with a full tunnel area 1534 where the full tunnel area 1534 includes a bevel area 1536. In addition, the bevel area 1536 includes multiple flexible points 1538. In this example, the multiple flexible points 1538 allow the fender to expand and contract.

In FIG. 16A, an illustration of fender passenger safety storage device is shown, according to one embodiment. A first image 1600 shows a first fender 1602 and a second fender 1604 position inside of a fender storage device 1612. Fender storage device 1612 may include one or more board holders 1608 where one or more boards 1606 are held into place via a board attachment point 1610. In this example, one or more fenders may have one or more tunnel areas 1614.

In FIG. 16B, another illustration of fender passenger safety storage device is shown, according to one embodiment. In this example, the fender storage device 1612 includes the one or more board holders 1608 which can be easily seen without the first fender 1602 and the second fender 1604.

In FIG. 16C, another illustration of fender passenger safety storage device is shown, according to one embodiment. A second image 1620 shows a board 1622 with one or more openings 1624 where the one or more openings 1624 (e.g., attachment areas) are each a single large opening as opposed to the double openings shown in FIG. 16G. These one or more openings 1624 may be secured by the one or more board holders 1608 shown in FIG. 16D. Therefore, the one or more boards 1606 are held in placed (and/or stored) via the one or more board holders 1608 on the fender storage device 1612.

In FIG. 16E, another illustration of fender passenger safety storage device is shown, according to one embodiment. A third image 1630 includes a second fender storage device 1632 which stores a first fender 1634 and a second fender 1636 along with one or more boards 1639. It should be noted that the one or more boards 1639 have two openings 1640 which are smaller than the openings for the one or more openings 1624 shown in FIG. 16C. For clarity purposes, FIG. 16F shows that the one or more board holders 1638 have two double sided hooks (attachment areas) versus the one double sided hook utilized for the one or more board holders 1608 from FIG. 16B.

FIG. 16G shows a board 1639 with two openings 1640 utilized for the one or more board attachment areas as opposed to the one or more openings 1624 (e.g., attachment areas) utilized for each opening shown in FIG. 16C. Therefore as shown in FIG. 16H, the one or more boards 1639 are attached via the two openings 1640 utilized for each attachment area of the one or more boards 1639 to the second fender storage device 1632 via the one or more board holders 1638.

In FIG. 17A, an illustration of a fender passenger safety device cover is shown, according to one embodiment. A first image 1700 includes a first fender 1702 and a first fender cover 1706. In this example, the first fender cover 1706 includes one or more draw strings 1708, a top safety device 1704, a bottom safety device 1705, a right safety device 1710, a left safety device 1712, and a stepping device 1714. In one example, the stepping device 1714 on the first fender cover 1706 may be utilized to enter the boat, exit the boat, enter the water, and/or exit the water. In addition, the top safety device 1704, the bottom safety device 1705, the right safety device 1710, and/or the left safety device 1712 may be utilized by a person in a man overboard situation to attach themselves to the first fender cover 1706 and to the first fender 1702.

In FIG. 17B, another illustration of a fender passenger safety device cover is shown, according to one embodiment. A second image 1720 includes a second fender 1724 with a grooved area 1722 and a second fender cover 1730. In this example, the second fender cover 1730 includes one or more draw strings 1708, the top safety device 1704, the bottom safety device 1705, the right safety device 1710, the left safety device 1712, and a tunnel opening area 1726. In this example, the second fender cover 1730 allows the second fender 1724 to still be utilized as either a stepping function and/or a protective function (see FIGS. 13A, 13B, 14A, and 14B) while the second fender cover 1730 protects the second fender 1724. In addition, the top safety device 1704, the bottom safety device 1705, the right safety device 1710, and/or the left safety device 1712 may be utilized by a person in a man overboard situation to attach themselves to the second fender cover 1730 and to the second fender 1724.

In one embodiment, a fender passenger safety device for a watercraft may include a three dimensional body. In this example, the three dimensional body may include a top area, a bottom area, a middle area, and/or an internal area. In addition, the fender may include a tunnel area where the tunnel area includes a tunnel entrance formed (e.g., located at a position on the middle area) onto the middle area and where an internal tunnel area is inside of the internal area (see FIGS. 6E, 6F, 6G, 10A, 10B, 10C, 10D, 15A, 15B, 15C, and 15D for examples).

In various examples, the three dimensional body of the fender passenger safety device may have any shape (e.g., a cylinder shape, a tear-drop shape, a square shape, a triangle shape, an L-shape (and/or any letter shape), a round shape, an arrow shape, an anchor shape, etc.). In another example, the fender may have more than one (e.g., 2, 3, 4, 5, . . . etc.) tunnel openings (e.g., entrance). In a specific example, there may be a first tunnel entrance on a fender as discussed in the previous paragraph and a second tunnel entrance formed (e.g., located) on a second area of the middle area. In another example, there may be four tunnel entrances located on the middle area (e.g., two on one side and two on the other side—See FIG. 3A) of the three dimensional body and one tunnel entrance located on the top area and/or the bottom area.

In another example, the one or more tunnel areas of a fender passenger safety device may have one or more drainage areas. In this example, the one or more drainage areas remove water from the one or more tunnel areas to minimize standing water. In another example, an internal tunnel area may include a bottom area where the bottom area is a rough surface. In another example, the internal tunnel area includes a bottom area where the bottom area includes one or more groove areas configured to allow a person to grip the groove area. For example, a person in a man overboard situation may grip the fender by placing their hand (and/or hands) into the groove area which allows the person to hold onto the fender in a more secure and/or easier manner.

In another example, a middle area of a fender passenger safety device may include one or more slits which allow water to enter the internal area of the fender. In various examples, the fender may be configured to sink to any level below a water line based on the configuration of the one or more slits. For example, a fender with four slits that allow a first level of water into the internal area of the fender may sink to a depth of ½ a foot below the waterline while a second fender with eight slits that allow a second level of water into the internal area of the second fender may sink to a depth of 2 feet below the waterline.

In another example, the internal tunnel area of a fender passenger safety device includes one or more board attachment areas. In addition, the one or more board attachment areas may attach to one or more fender attachment areas located on one or more boards.

In another embodiment, a fender passenger safety device for a watercraft may include a three dimensional body. The three dimensional body includes a top area, a bottom area, a middle area, and/or an internal area. In addition, the fender may include a safety device located on the top area, the bottom area, and/or the middle area. The safety device may be configured to allow a person to bind to the fender. In various examples, the three dimensional body of the fender may have any shape (e.g., a cylinder shape, a tear-drop shape, a square shape, a triangle shape, an L-shape (and/or any letter shape), a round shape, an arrow shape, an anchor shape, etc.). In another example, the fender may have more than one (e.g., 2, 3, 4, 5, . . . etc.) safety devices.

In another embodiment, a board for use with a fender passenger safety device for a watercraft may include a body with a length, a width, and a depth. The body may include one or more fender attachment areas. In another example, the board may be configured to be a step when placed in a first position on one or more fenders and the board may be a watercraft protection device when placed in a second position on one or more fenders.

In another embodiment, a fender passenger safety storage device may include a pole, one or more guard rails attached to the pole, one or more fender storage areas, and one or more board attachment areas. In another example, the one or more fender storage areas may be formed from the one or more guard rails. In addition, the one or more board attachment areas may be attached to the one or more guard rails. Further, the one or more fender storage areas may be configured to storage the one or more fenders in a position where the one or more fenders are above a deck of the watercraft. In this example, above a deck may mean not touching the deck. For example, a position which is separate from the deck is a position that does not touch the deck.

As used herein, the term “mobile device” refers to a device that may from time to time have a position that changes. Such changes in position may comprise of changes to direction, distance, and/or orientation. In particular examples, a mobile device may comprise of a cellular telephone, wireless communication device, user equipment, laptop computer, other personal communication system (“PCS”) device, personal digital assistant (“PDA”), personal audio device (“PAD”), portable navigational device, or other portable communication device. A mobile device may also comprise of a processor or computing platform adapted to perform functions controlled by machine-readable instructions.

The methods and/or methodologies described herein may be implemented by various means depending upon applications according to particular examples. For example, such methodologies may be implemented in hardware, firmware, software, or combinations thereof. In a hardware implementation, for example, a processing unit may be implemented within one or more application specific integrated circuits (“ASICs”), digital signal processors (“DSPs”), digital signal processing devices (“DSPDs”), programmable logic devices (“PLDs”), field programmable gate arrays (“FPGAs”), processors, controllers, micro-controllers, microprocessors, electronic devices, other devices units designed to perform the functions described herein, or combinations thereof.

Some portions of the detailed description included herein are presented in terms of algorithms or symbolic representations of operations on binary digital signals stored within a memory of a specific apparatus or a special purpose computing device or platform. In the context of this particular specification, the term specific apparatus or the like includes a general purpose computer once it is programmed to perform particular operations pursuant to instructions from program software. Algorithmic descriptions or symbolic representations are examples of techniques used by those of ordinary skill in the arts to convey the substance of their work to others skilled in the art. An algorithm is considered to be a self-consistent sequence of operations or similar signal processing leading to a desired result. In this context, operations or processing involve physical manipulation of physical quantities. Typically, although not necessarily, such quantities may take the form of electrical or magnetic signals capable of being stored, transferred, combined, compared or otherwise manipulated. It has proven convenient at times, principally for reasons of common usage, to refer to such signals as bits, data, values, elements, symbols, characters, terms, numbers, numerals, or the like. It should be understood, however, that all of these or similar terms are to be associated with appropriate physical quantities and are merely convenient labels. Unless specifically stated otherwise, as apparent from the discussion herein, it is appreciated that throughout this specification discussions utilizing terms such as “processing,” “computing,” “calculating,” “determining” or the like refer to actions or processes of a specific apparatus, such as a special purpose computer or a similar special purpose electronic computing device. In the context of this specification, therefore, a special purpose computer or a similar special purpose electronic computing device is capable of manipulating or transforming signals, typically represented as physical electronic or magnetic quantities within memories, registers, or other information storage devices, transmission devices, or display devices of the special purpose computer or similar special purpose electronic computing device.

Reference throughout this specification to “one example,” “an example,” “embodiment,” “in addition,” “further,” and/or “another example” should be considered to mean that the particular features, structures, or characteristics may be combined in one or more examples. While there has been illustrated and described what are presently considered to be example features, it will be understood by those skilled in the art that various other modifications may be made, and equivalents may be substituted, without departing from the disclosed subject matter. Additionally, many modifications may be made to adapt a particular situation to the teachings of the disclosed subject matter without departing from the central concept described herein. Therefore, it is intended that the disclosed subject matter not be limited to the particular examples disclosed. 

1. A fender device for a watercraft comprising: a three dimensional body which includes a top area, a bottom area, a middle area, and an internal area; a tunnel area including a tunnel entrance formed onto the middle area where an internal tunnel area is inside of the internal area.
 2. The fender device of claim 1, wherein the three dimensional body has a cylinder shape.
 3. The fender device of claim 1, wherein the three dimensional body has a non-cylinder shape.
 4. The fender device of claim 3, wherein the non-cylinder shape includes a first side configured to be adjacent to a hull of the watercraft and a second side configured to be adjacent to an external device.
 5. The fender device of claim 4, wherein the external device is a piling.
 6. The fender device of claim 4, wherein the first side has a straight shape and the second side has a curved shape.
 7. The fender device of claim 1, further including a second tunnel entrance formed on a second area of the middle area.
 8. The fender device of claim 1, further including a drainage area for the tunnel area.
 9. The fender device of claim 1, wherein the internal tunnel area includes a bottom area where the bottom area is a rough surface.
 10. The fender device of claim 1, wherein the internal tunnel area includes a bottom area where the bottom area includes a groove area configured to allow a person to grip the groove area.
 11. The fender device of claim 1, wherein the middle area includes one or more slits which allow water to enter the internal area.
 12. The fender device of claim 1, wherein the internal tunnel area includes one or more board attachment areas.
 13. The fender device of claim 12, wherein the one or more board attachment areas attach to one or more fender attachment areas located on one or more boards.
 14. A fender device for a watercraft comprising: a three dimensional body which includes a top area, a bottom area, a middle area, and an internal area; and a safety device located on at least one of the top area, the bottom area, and the middle area; wherein the safety device is configured to allow a person to bind to the fender.
 15. The fender device of claim 14, wherein the three dimensional body has a cylinder shape.
 16. The fender device of claim 14, wherein the three dimensional body has a tear-drop shape.
 17. A board for use with a fender device for a watercraft, the board comprising: a body with a length, a width, and a depth; wherein the body includes one or more fender attachment areas.
 18. The board of claim 17, wherein the board is configured to be a step when placed in a first position on one or more fenders.
 19. The board of claim 18, wherein the board is configured to be a watercraft protection device when placed in a second position on one or more fenders.
 20. The board of claim 17, wherein the board is configured to be a watercraft protection device when placed in a second position on one or more fenders.
 21. A fender device storage device comprising: a pole; one or more guard rails attached to the pole; one or more fender storage areas; and one or more board attachment areas.
 22. The fender device storage device of claim 21, wherein the one or more fender storage areas are formed from the one or more guard rails.
 23. The fender device storage device of claim 21, wherein the one or more board attachment areas are attached to the one or more guard rails.
 24. The fender device storage device of claim 21, wherein the one or more fender storage areas are configured to storage the one or more fenders in a position where the one or more fenders are above a deck of the watercraft.
 25. The fender device storage device of claim 24, wherein the position separates the one or more fenders from the deck of the watercraft. 